Automatic train-stop.



E. H. SCHULTZ.

AUTOMATIC TRAIN STOP. APPLICATION FILED. SEPT. 1. ms.

1 205,799. Patented Nov. 21, 1916.

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- E H. SCHULTZ.

AUTOMATIC TRAIN STOP.

APPLICATION FILED SEPT. 1. 1915.

1,205,799. Patented Nov. 21, 1916.

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EMIL H. SCHULTZ, 0F EVERETT, WASHINGTON.

AUTOMATIC TRAIN -STOP.

Specification of Letters Patent.

Patented Nov. 21, 1916.

Application filed September 1, 1915. Serial No. 48,508.

To all fill/LOW, it may concern:

Be it known that I, EMIL H. SorrUL'rz, a citizen of the United States,residing at Everett, in the county of Snohomish and State of Vashington,have invented new and useful Improvements in Automatic Train-Stops, ofwhich the followingis a specification.

This invention relates to automatic train stops and more particularly toan improvement on my co-pending application, Serial Number 1824 filedJanuary 4, 1915.

It has for its principal object to provide electromechanical means forseting into operation the air brake applying apparatus and steam cut,off mechanism.

Another object of the invention is to provide a novel form of currentcollector and mechanical means coiiperating therewith for actuating thesteam cut oil and air brake apparatus.

A further object of the invention is to construct a valve actuatingmechanism and so associate it with the valve that upon the latterreaching an open position, the former will be free to continue itsmovement.

The invention consists in the features of construction, combination. andarrangement of parts, hereinafter fully described and claimed, referencebeing had to the accompanying drawings, in which: I

Figure 1 is a side elevation of a portion of the locomotive showing thecurrent col lector attached thereto, the latter cooperating with atrolley wire. Fig. 2 is a cross section through the locomotive showingthe current collector in end elevation. Fig. 3 is a side elevation ofthe valve actuating mechanism. Fig. l is a top plan view of Fig. 3. Fig.5 is an end elevation of the valve actuating mechanism. Fig. 6 is adetail sectional view on the line 66 of Fig. 3. Fig. 7 is a sectionthrough the air valve. Fig. 8 is a section on line 88 of Fig. 7. Fig. 9is a vertical section through the steam cut ofi valve.

Referring to the drawings, it will be seen that my train carriedmechanism cooperates with a trolley wire 1 positioned a suitabledistance above the track way and centrally thereof. Cooperating withthis trolley wire is a trolley wheel 2 vrevolubly mounted within theforked extremity 3 of a pole 4. This pole is hollow throughout itslength and has its lower end flared and pivotally connected to a bracket5 as shown at 6. Up-

rising from the bracket 5 is a pair of arcuate members 7 spaced apartequal to the thickness of the pole so as to prevent lateral movement ofthe pole but allow it to oscillate about its pivot.

8 designates an arm formed integral with the bracket and terminating ina hook 9 that receives one extremity of a coil spring 10. This coilspring 10 has its remaining extremity secured to a sleeve 11 encirclingan intermediate portion of the pole 4:. A conduit 12 has one extremitydisposed in close proximity to the flared end of the arm 4' and adaptedto receive a. current wire 13, electrically connected at one extremitywith the trolley wheel and at its remaining extremity v ith an electricmotor 14. which comprises one element of the valve actuating mechanism.This valve actuating mech anism comprises an intermediate gear 15 gearedto the armature shaft 16 of the motor and further geared up to a secondgear 17 through means of the pinion 18. The gear 17 has secured theretoa stub shaft 19 and encircling said stub shaft is a sleeve 20 mountedfor rotatable movement but held against lateral movement by means of anut 21 threaded upon ,the free extremity of the stub shaft, This stubshaft and its sleeve is adapted upon circular movement to engage an arm22 for giving the latter rectilinear motion. This arm 22 is providedwith a bore 23 through which passes the valve stem 24, a rigidconnection being had between the stem and arm by means of the pin 26.The mechanism just mentioned is mounted upon a base 27 and encirclingthe stem between a portion of the base and the arm 22 is a coilexpansion spring 28 the tension of which being utilized to normally movethe slide valve 29 to a position to prevent registration between thevalve port 30 and the ports 31 and 32 in the valve casing.

The port 31 has communication by means of the pipe 33 with an air motor34 while the port 32 communicates directly with the atmosphere. The airmotor in this particular instance comprises a piston head 35 rigidlysecured to a stem 36 and has one extremity provided with the gate valve37 for cutting off communication between the throttle valve and thecylinders of the engine. The gate valve 37 is normally held in avertical position by means of an expansible spring 38 arranged betweenthe piston head and one wall of the cylinder 89.

From the foregoing description, it will be seen that upon the trolleywire 1 being electrified either by the usual track circuits or by thestation operator, current will flow from the trolley wheel to thetrolley Wire from whence it passes into the motor 14. Upon energizationof the motor 14, the train of gears are set into operation for giving acircular motion to the stub shaft 19. In the circular travel of the stubshaft 19 the arm 22 is given a rectilinear motion for moving the valveports 30 into registration with the ports 31 and 32. When'this actiontakes place, air simultaneously bleeds to the atmosphere from the trainline and also flows to the air motor for actuating the gate valve 87 forcutting oif the steam supply to the engine cylinders.

Having described the invention what is claimed is:

1. In an automatic train stop, train carried mechanism, a currentcollector, a bracket pivotally supporting said current collector,arcuate members uprising from said bracket and contacting with oppositesides of said pole, a motor adapted to receive current from said currentcollector, a train of gears connected to the movable element of saidmotor, an air motor for cutting off the steam supply to the locomotive,an air valve for allowing air to pass to said motor, and means connectedto said valve and adapted to be slid by the circular motion of saidgears.

2. In an automatic train stop, train carried mechanism, a currentcollector, a bracket pivotally supporting said current collector,arcuate members uprising from said bracket and contacting with oppositesides of said pole, a motor adapted to receive current from said currentcollector, a train of gears Copies of this patent may be obtained forconnected to the movable element of said motor, a stub shaft secured toone of the gears, means for cutting off the steam supply to thelocomotive including a slidably mounted rod, and an arm secured to saidrod and arranged to be engaged by said shaft during the circularmovement of the latter.

In an automatic train stop, train car ried mechanism, a currentcollector, a bracket pivotally supporting said current collector,arcuate members uprising from said bracket and contacting with oppositesides of said pole, a motor adapted to receive current from said currentcollector, a train of gears connected to the movable element of saidmotor, means for cutting off the steam supply to the locomotiveincluding a slide valve an arm secured to the stem of the slide valve, astub shaft projecting laterally from one of the gears and adapted tomove said arm during its circular motion.

4. In an automatic train stop, train car ried mechanism, a currentcollector, a bracket pivotally supporting said current collector,arcuate members uprising from said bracket and contacting with oppositesides of said pole, a motor adapted to receive current from said currentcollector, a train of gears connected to the movable element of saidmotor, means for cutting off the steam supply to the locomotiveincluding a slide valve, an arm rigidly secured to the stem of the slidevalve, a spring abutting said arm for normally holding the valve in aninoperative position and a stub shaft secured to one of the gears andadapted to engage said arm for sliding the valve against the action ofsaid spring.

In testimony whereof I afliX my signature in presence of two witnesses.

EMIL H. SCHULTZ.

Witnesses:

JOHN W. Moons, J. F. HARRIS.

Washington, D. G.

